Train-pipe coupling.



H. S. KIMMEL.

TRAIN PIPE comme. APPUCATION FILED OCT.1-0. |914. 1,154,02. PatentedSept. 21, 1915.

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PatentedSept. 21, 1915.

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H. S. KIMMEL. TRMN PIPE couPLlNG.

APPLIATION FILED OCT. 10. 1914.

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TRAIN PIPE COUPLlNG. APPLmATloN FILED ocT.1o. 1914.

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H. S. K'IMMEL.

TRAIN PIPE COUPLING.

APPLICATION man ocT.1o. 1914.

1,154,028. PatentedSept. 21, 1915.

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TRAIN PIPE COUPLING. APPLICATION men 001.10. 19m.

1,154,028. Patentedsept. 21, 1915.

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H. S. KIMMEL.

TRAIN PIPE COUPLING.

APPucATxoN HLED ocT. lo. 1914.

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Patented Sept. 21, 1915.

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HOVARD S. KIMMEL, OF TIFFIN, OHIO.

TRAIN-PIPE COUPLNG.

Application filed October 10, 1914.

To all whom t may concern.'

Be it known that l, HOWARD S. VKIMMEL, a citizen of the United States, residing at Tiffin, in the county of Seneca and State of Ohio, have invented certain new and useful improvements in Train-Pipe Couplings; and l do hereby declare thefollowing to be a full, clear, and exact description of the invention, suoli as will enable others skilled in the art to which it appertains to make and use the saine, reference being had to the acl conipanying drawings, and to the letters and figures of reference marked thereon, which forni a part of this speciiication.

This invention relates to new and useful improvements in automatic air brake apparatus, one of the objects in view being to produce means whereby the valve in the air pipe is automatically opened when two cars are coupled together.

The invention relates further to the provision of means whereby, when the valve is automatically opened, it will be held locked in suoli relation until released by the uncoupling of the car couplers. A rElie invention consists further in the pro- `vision of means whereby the valves may be automatically locked closed when the car coupler is uncoupled, the apparatus being so constructed that, in the event of the cars being accidentally uncoupled, the valve will remain in an open locked relation, thus insuring the application of the air brakes and thereby avoiding accidents.

rlhe invention relates further to variousdetails of construction, combinations and arrangements of parts which will be hereinafter fully described, shown in the accompanying drawings and then speciiically defined in the appended claims.

My invention is illustrated in the accompanying drawings in which Figure 1 is a top plan view showing the couplers about to be connected. Fig. 2 is a similar view showing the coupler heads connected together. 3 is a sectional view on line of 1. iig. is a sectional view on line l of Figl. Fig. 5 is a sectional view on line 5--5 of Fig. 1. Fig. 6 is a sectional view on line 6 6 of Fig. 1. Fig. l is a sectional view on line 7 7 of Fig.

1. Fig. Sis a sectional view online 3 8 ofA Specification of Lettersi'atent.

Patented Sept. 21, 1915.

serial No; 866,122.

Fig. 1. Fig. 9 isa sectional view on line 9-9 of F ig.- 1. Fig. 10 is a detail sectional view on line lOlO of Fig.v 1. n Fig. 11 is a plan view of a detail of a latch. Fig. 1:2 is a sectional view on line 1'2-12 of Fig. 11. Fig. 13 is an enlarged detail view of a catch. Fig. 1e is a sectional view on line 11l-111 of Fig. 13 looking in tliedirection of the arrow, and Fig. 15 is van enlarged'detail perspective view of a releasingmember.

Reference now being had to the detailsof the drawings by numeral, 1 designates a metallic box adapted to contain the operative features of the apparatus and which is fastened to the under surface of the boxing of y a car coupler in any suitable manner. The inner faces of the side walls of the boxing 1 Vare provided with recesses, and 5 and 6 designate twoy grooved tracks formed iii the lower marginal edges of said recesses, and 7 designate rack bars having shank portions 8 which are provided with elongated openings therein and forming an upper and a lower extension and at the forward ends of said openings are buer members 8X. Ball rollers 9 are journaled in sockets 10 which are fastened at any suitable location under the rack bar and the shank portion thereof, said balls being adapted to travel in said grooved tracks.

11 designates a fluid pressure pipe, of the usual construction upon air brake mechanism, and provided with a valve 12, the stern 13 of which projects above the valve casing and through an aperture in a plate or table 14 which is adjustably mounted upon the threaded bars 15 which pass through registering. apertures in the bottom of the boxing 1 and an integral plate 16 secured to the opposite upper edges of the boX- ing 1. Nuts 17 mounted upon the threaded rods serve as means for holding the plate 111 in di'erent adjusted positions.

A cog wheel 19- has an angular outlined apertureadapted to it a correspondingly angular portion of the stem of said valve is supported by said table, theteeth of the cog wheel being in mesh with one of the rack bars, as shown clearly in the drawings. A second cog wheel, designated by numeral 20, is loosely journaled upon avertical'shaft or pin 21 passingthrough'registering apertures wheels24, four of which on each side of the carriage are adapted yto Vtravel upon the Y upper surfacesof the extensions "8 of said rack' bars, while two upon each side are adapted to engage the under surface of the top walls of the recesses inthe side and to aid the' carriage as it moves back and forth Y for a purpose which'will be presently described. `Said carriage has registering openl ings centrally formed therein for the reception'rof the cylinder 25, one end 26 of which 'has an opening' 27 for the reception of the pipe 28, which is connected to the train pipe- 11. Said boxing 1 is provided with av transverse partition 29 which is apertured for the reception of said cylinder 25 and against which one end of the spring 30 bears, the other end of which bears against the crosspiece 31 at the forward end of the carriage, the purpose of said spring being to cause the Vcarriage to be driven forward after being released by locking mechanism which will be presently described.

A yoke, designated by numeral 32, is Vfixed to the forward end of the pipe 28 and rods 33 are fastened at their forward ends, one to each arm ofsaid yoke, and extending back one over and the other under the car-v riage, being guided through apertures 34 in Y' said partition 29 and their rear ends are bent at right angles at 35 and are fastened to the sections 36 of'a ring which are Vfastened to the pipe 28. Said rods serve to reinforce said yoke through which the forward end of the pipe 28 projects and to which the hose 37 is connected. A tiuid pressurecoupler 38 has arms 39 which are'pivotally mounted.y upon the pins 40 which areecarried in reg-V istering apertures in the lugs 41 which are integral with a coupler guiding bar 42,

whichY latter is provided with lugs 43, aperr tured for the reception of the pivotal pins Y the 'bar 42.v ln order to prevent an axial` 44,'one of which is'mounted in each arm 32 of-said yoke. A.v plate is fastened to the upper surface of the guide bar 42, preferably -at the center, Vand projects over theV upper arm 32 and is provided with anY aper- Y ture for the reception ofthe pivotal pin 44, thus4 serving to further reinforce and hold turning movement of the coupler head, rods 46, having'heads 47, aremounted to have a longitudinal sliding play in the tubes 48,4 which pass 4longitudinally through the carriage and are provided with circumferential threads on which adjustingV nuts 48X Vare mounted and adapted to engage portions of the carriage to securely reinforce and hold the same rigid. The heads 47 are slottedy and carry anti-friction rollers 50 which are adapted to have a play in the elongated curved slots 51 formed inpart of the guiding bar 42 and which will permit the latter to turn freely without giving any lateral movement to the guide rods( rllie'ends of the guide bar 42 are pivotally connected to the members 52, each of which has a rightl y threaded screw 53 fastened thereto, and 54 are turn buckles, one being connected to each rightthreaded screw 53 at oneend and its other endy left threaded screws 55 formed on the ends of the longitudinally movable rods Y V56. Each' rod 56 passes through an aperture 57 in the end of a tubular shello58` which in turn telescopes within a tubular shell 59 provided with a head 60 at one end which is pivotally mounted upon a pinVA 61 4 55 carried by the projections 62 Vwhich are adapted to be fastened to the truck .bolster of a car at equal distances from'the center thereof. Each of said rods 56has a plungerV l 63 at its inner end and-a spring 64 is interposed between the plunger and theaperf tui'ed head to the shell 58. `Each of said tubes 58 has a' collar or range 65 projecting therefrom a slight distance from its inner C end and against which one end of a coiledspring 66 bears, the other end of the spring bearing againstthe head 60.` Y

ico

By the provisionvof the -spriiig-pressedj connections intermediate the guide bar 42 and the truck bar of a car, it willl be noted that the couplerrhead 38 will be turned with Vthe axle as the car passes about curves in the tracks and the spring connections described will permit tlie coupler head to be Adrawn forward or pushed backward toward the car under varying conditions Vand at the i same time serve as proper guiding means for the coupler head. y Y

The yoke 32 has afforwardly projecting part 71, having an aperture.72 therein forY l the reception of an open-ended cylindrical shell 73 movable therethrough, andsaid shell l is provided with flanges` 7 5 at its opposite ends, one of which is positioned below said projections. and tends V,to limit the move- Y ment of the 'shell in one direction and the other flange serves as .a Vbearing `for the coiled spring 7 6 which is interposed between the same and the upper surface of'saidextension, the purpose of said springVV 7 @being Yto normally hold the cylindrical sliell'78 at its farthest 'upperlimit A plunger lrod 7 9 is` mounted within said cylindrical shelland has a plunger at its lower-.end intermediina Y ate whiehfand the inner edge of the collar l at the upper edge ofthe cylindrical shell a spring 81 is mounted, Said plunger' rod is provided: with an eye S2 at yits upperl end which is connectedl to a rod 83 upon the under surface of the coupler` head 3S. The purpose of said plunger rod is to allow the coupler head to rise up independentv of the cylindrical shelll in the event ofv it being necessary to raise the coupler head to connect with another coupler at a higher elevationl than horizontal, the coiled spring 81I tendingv to retur-n4 thecoupler head to its normal pon sition after being uncoupled. In' the event of thecouplerbeing connected to a corresponding coupler head when the latter ism a lower plane than the normal position of the coupler described, the coiled spring uplon said projection would allow both the' cylinfbeing reduced as at'SG forming shoulders against one edge of which one edge of a spring 87 bears, the other end bearing against the head of a bumper or buffer 88 mounted upon a rod 34, said buffers being positioned in the path of the carriage and against which the latter is adapted to contact when moving toward the valve to be opened when the cars are coupled. A bur 89 is mounted upon the threaded end of each of said plunger 'rods and isadapted to contact with another shoulder 90 formed in the opening through the rack bar and serves as a means, when the bur comes in Contact therewith, to limit the outer throw of the plunger.

The lower extensions of the rack bars are providedl with elongated slots 93, and 94 designates pivotal pins mounted in the valls of said slots and upon which the locking levers 96 are pivotally mounted, which are adapted to lock the valve open. Each of said locking levers isprovided with an integral hook 97 upon its under edge intermediate the pivotal point of the lever and itsV inner end and which is adapted to engage a catch 98 which is pivotally mounted upon a pin 99 which is carried by a casing 100, adjustably mounted in a recess in the concaved track. A spring 101 is fastened `at one end to the casing and its other end bears against' said catch and tendsto normally hold the same in position to be engaged by the hook upon the locking lever.

r'he means for adjusting the casing carrying the catch consists of a threaded shaft 10Ql mounted in apertured lugs-103 projecting from theshell, and a nut 104 is mounted in the threaded end of each shaft and rotates in a recess 105, holding the same stationary as it rotates, thus imparting a longitudinally adjustable movement to the shafts.- A second set of locking levers, each designated by numeral 106, is pivotallyy mounted upon a pin 107 in a? slot 108 formed in the forwardz ends-of the under projections of the rack bars and a hook 109 is formed upon each locking lever 106 and adapted to engage a spring-pressed catch 110 mounted in an-adjustablecasing 111 in a1 similar'manner as before described with reference to the other locking members and which locking levers; 106 are provided for the purpose of holding the rack bars against longitudinal movement andwhich inl turn will holdA the air valves closed.

The shells, designated' by numeral 112, are mounted one upon each tube 18 and a portionI oftheA inte ior of each shell 112 and its; rear end isl threaded to engage the threads of the tubular shell upon which it ismounted, thus aording means for adjustment. The' forward ends of thev shells 1:12 serve, in coperation with the upper forked ends of thearms 113, of theforked lever 114, `to hold the carriage in the position into which itv is moved in the act of being driven rearward to cause the valve in the air pipe to be thrown open and also to hold the carriage in such a position that the hooked ends of the levers 96 will be held in engagement with the spring-pressed hooks beneath, thus securely locking the air valve open. It will be noted upon reference to the drawings that the carriage may have, however, a further forward movement independent of the said locking means without in any way causing the valve to close and which movement might be caused by the play of the car couplers. Said forked lever 114; is pivotally mounted upon the shaft 115 which is-mounted in lugs or projections on the under side of the box 1, and a spring 116 is fastened to the bottom of the boxing 1 and bears againstsaid lever and normally holds the forked arms at their farthest upper limit. Said lever has a shank portion 117 which projects in advance of the boxing i' and hasn its end bent laterally to avoid interference with a similar lever upon an adjacent car, and underneath said shank portion is positioned a bail-shaped member 119,

the arms of which are pivotally connected to` the boxing 1 at any suitable location. When two coupler heads are connected together, as shown inl*1 ig. 1 of the drawings, it will be noted that the bail-shaped member will be so positionedas to be raised by the ordinary rocking shaft utilized upon couplers for raising coupling pins and which movement will cause the member 117 to. be tilted sufficiently to tnrow the forked ends 113 out of the paths of the threaded shells 3.

rllhe operation of'my apparatus is as follows: wWhen two coupler heads come together andpressure is applied to the same, theimpact of the coupler heads coming together will cause the carriage to be moved back into the boxing, putting the spring 30 under tension and, as the inner endof the carriage comes against said plungers, v`the latter' will yieldV slightly to take up jar and will cause longitudinal movements to be imparted to the rack bars which, through their connections with the gear wheels, will cause the valve stem of the valve in 'the air pipe to rotate and open the'valve. W hen thelower reason of the gear connections between theV valve and said rack bars. the ACarcommences to open the valves and the outer ends of the shells 48 pass by the forked ends of` `the arms upon the lever 114, said forked ends will be thrown up behindV the ends of the shells 48, thus locking the car against any possibility of the latter releasing the locking levers before described, in the event vof the car couplers becoming broken or disconnected for any reason, excepting, a of course, in the event of the couplers being intentionally disconnected. Y

lt will be noted, upon reference to the drawings, that, when Vthe car and the rack bars are locked in themanner shown, the car may have a slightly farther movement within the boxing 1 incident to the shifting of cars which might cause extra pressure to come upon the ycoupler head and this movement is allowed without any interference whateverl with the locking mechanism.V

When it is desired to uncouple a car, the operator by rocking the shaft to release the car coupler will cause the bail-shaped member to tilt the forked lever 114 and, as the forked arms at theinner end thereof are drawndown out of thepaths of shells 48, the spring 30, coperating with the springs in the telescoping shells which are connected to the axle, will throw the carriage forward and, as the under flanged wheels at the forwardend of the car run over the pivotal points of the locking levers 96, their forwardor outer ends will be tilted to throw the hooks out of engagement with said catches and, as the flanged wheels Vat the outer end of the car travel over the pivotal points of the locking levers 106, the hooked ends of the latter will be thrown down yinto engagement with spring-actuated catches mounted in recesses inthe hollow tracks and thus lock the car at its farthest outer limit. As the car strikes the buffers 8", an

outer longitudinal Vmovement will be imi parted to the rack bars and, through the medium of their connection with the valve,

the latter will be closed and held in a closed l locked relation, even though alimited inner thrust be imparted to 4the coupler head.

By the provision of the pivotal guiding lever 42, it will be noted that,l when the axle of the car'turns incidentA to passing about a curve, a similaruswinging -movement will vbe imparted to the coupler head and, in theA event of therebeing aplay between the two carscoupled together by the usual car couplers, the spring-pressed rods and the telescoping tubular sections whichxare connected tothe axle areallowed to have a playwith-y out in any way interfering with the lateral guiding movement'of the coupler headg 1 V By the provision of the extension centrally underneath the pivotal point of the guiding bar and the spring conneetionsbetween the same and the coupler head, the'latter may be allowed a vertical swinging nfiovementv which might benecessaryxin order to lbring the coupler oppositeanother coupler of'simil, lar construction upon'an adjacentV car, and,

by the manipulation of the adjusting screws which' are connected to the boxing, the latter may also be given an adjustable movement for the same purpose. i Y,

By the provision of the spring-pressed yoke 32 mounted as shown, it will be unders stood that a forward pull upon thecoupler head, after the car hadbeen held ina lockedk position at its farthest outer throw, would allow the yoke to be drawn forward, putting the spring 32X which bears against the same under tension and also the springs mounted within the telescoping shells which are connected to the axle and, when the pull is rev leased, the parts will be returned, by the springs to their normal positions.. This movement of the forked member compensates for the play which is vusually taken up in fluid pressure couplings by the flexible hose connections. s f

What I claim to be new is: Y Y

l. An automaticapparatus for regulating` the valves 1n fluid pressure train pipes com'-k prising, in combination with the stem of a valve, a pipea gear wheel yfixed to said stem, a movable carriage, a coupler head connected to the latter, means actuated by the movement of the latter for causing said gear wheel to rotate `to open the'valve, and means for holding the valve in an open position. Y f 2. An automatic apparatus'for regulating the valves in fluid pressure train pipes comprising, in combination with the stem of a icovr valve, apipe, a gear wheel iixed to said- .Y

stema movable carriage, a coupler head.

connected to the latter, a rack bar in mesh Vwith the gear wheel, said-rack bar forming means for moving the latter in one direction tov cause the yvalve to open, and means forV locking the valve in an open position. g

3. nautomatic apparatus for regulating the valves in fluid pressure train pipes'gcomprising, in combination with the stem of a valve, a pipe, a gear wheel fixed to said stem, a movable carriage, a coupler head connected to the latter, a rack bar in mesh with the gear wheel, said rack bar forming means for moving the latter in one direction to cause the valve to open, and means actuated by the movement of the carriage in one directionv for locking the valve open.

4l. An automatic apparatus for regulating the valves in fluid pressure tra-in pipes comprising, in'combination with the stem of a valve, a pipe, a gear wheel fixed to said stem, a movable carriage, a coupler head connected to the latter, a rack bar in mesh with the gear wheel, said rack bar forming means for movingthe carriage in one direction to cause the valve to open, a tilting locking lever actuated by the movement of the carriage in one direction, and a spring-pressed catch engaged by said locking member to hold the valve in an open relation.

5. An automatic apparatus for regulating the valves in fluid pressure train pipes comprising, in combination with the stem of a valve, a pipe, a gear wheel fixed to said stem, a. rack bar in mesh with the gear wheel, a buffer carried by the rack bar, a springpressed carriage adapted to contact with said buffer and move the rack bar in one direction to open the valves, a coupler head connected to thecarriage, means actuated and held by the carriage for holding the valve open, and means for holding the carriage in a locking position. i

6. An automatic apparatus for regulating the valves in fluid pressure train pipes comprising, in combination with the stem of a valve, a pipe, -intermeshing gear wheels, one of which is mounted upon the stem of said valve, rack bars in mesh with said wheels, buffers carried by the rack bars, a carriage, wheels upon which the same is mounted, a spring-pressed yoke upon the carriage, a coupler head connected to said yoke, said carriage adapted to contact with said buffer members to actuate the rack bars to cause the valve to be thrown open, tilting locking Vlevers carried by the shank portions of the rack bars and positioned in the paths of the wheels of the carriage, springpressed catches underneath the locking levers and engaged thereby to hold the valve open, means for locking the carriage while the valve is open, and means for releasing the carriage.

7. An automatic apparatus for regulating the valves-in fluid pressure trainr pipes com-,

prising, in combination with the stem of a valve, a pipe, intermeshing gear wheels, one of which is mounted upon the stem of said valve, rack bars in mesh with -said wheels,

buffers carried by the rack bars, a carriage, wheels upon which the same is mounted, a spring-pressed yoke upon the carriage, a coupler lhead Vconnected to said yoke, said carriage adapted to contact with said buffer members vto actuate the rack bars to cause the valve to be thrown open, tilting locking levers oarriaged by fthe shank portions of the rack bars andpositioned in the paths of the wheels of the carriage, spring-pressed catches underneath the locking levers Aand engaged thereby to hold the valve open, a tilting lever having arms which hold the car in a locked position when the car is coupled, means adapted to be actuated by the mechanism of a car coupler for tilting said lever to allow the car to be released, and 'means for locking the car when at its farthest outer throw. l Y

8. An automatic apparatus for regulating the` valves in fluid pressure train pipes com prising, in combination with the stem of a valve, a pipe, intermeshing gear wheels, one

of which is mounted upon the stem of saidl valve, rack bars in mesh with said wheels, buffers carried bythe rack bars, a casing with recesses in the walls thereof in which said rack bars have longitudinal play, the lower edges of said recesses being grooved forming tracks, roller bearings underneath said rack Abars and movable within said tracks, each rackbar having an openingin the kshank portion thereof with slots in the lower edges thereof, angle levers pivotally mounted one in each of said slots, hooks upon said levers, spring-actuated catches mounted in recesses in said-tracks and adapted to be engaged by said hooks,ka carriage, wheels upon which the same is mounted, said wheelsrnovable within the recesses in the shank portions ofthe rack bars and adapted to tilt the levers at one end of the carriage on the inner'throw thereof to cause the valve to be locked open, and the other levers be ingadapted to hold thel valve closed.

9. An automatic apparatus for regulating the valves iny Huid pressure train pipes comprising a boxing with recesses in the inner faces thereof, a train pipe valve havin-g a stem projecting therefrom, intermeshing gear wheels, one of which is fitted to said stem, an adjustable table supporting said -gear wheels, rack bars movable within the recesses in the walls ofthe boxing, rollers underneath the rack bars, tracks formed in the bottoms of said recesses upon which said rollers rest, buffers mounted within the rack bars, said rack bars having shankportions withV elongated openings therein the lower walls of` said openings having slots therein, a carriage having flanged wheels, the lower of which is adapted to ride upon the lower marginal edges of said openings and the upper wheels 'engaging lthe upper no.arginal Yio - of which is adapted to ride upon the lower carriage, a spring-pressed pipe mounted within said cylinder` and having connection with said valve, a coupler connected tothe pipe, and means for locking the carriage as it is thrown to a position to open'the valve.

l0. A n automatic apparatus for regulating the valvesin fluid pressure train pipes comprising a boxing with recesses in the in- Vner faces thereof, a train pipe vvalve having a stem projecting therefrom,intermeshing gear wheels, one of which is fitted Vto said stem, an adjustable table supporting said 1 gear wheels, rack vbars movable within the recesses in the walls of the boxing, rollers underneath the rack bar, tracks'formed lin the bottoms of said recesses upon which saidY 'f rollers rest, buffers mounted within the rack bars, said rack bars havingshank Vportions with elongated openings therein the lower walls ofsaid openings having slots therein, a carriage having fianged wheels, the lower marginal edges of said openings and the upper wheels engaging the upperf marginal edges of said openings, angle locking levers pivotally mounted in said slots yin the bottoms of the openings, a hook projecting from each lever, spring-pressed catches mounted in recesses in the tracks and engaged by said hooks, an apertured partition in said'box- 'ing, a cylinder upon the carriage movableV through said partition, a spring interposed between the latter and one end Aofthe carria-ge, a spring-pressed pipe mounted within-V said cylinder and having connection with said valve, a yoke mounted upon said pipe,

Aa guiding bar pivotally connected to the yoke, a coupler upon the guide bar, and'Y means attached to the guiding bar for con-V nection with the truck bolster' of a car.

' 11. An automaticapparatus forregulating the'valves in fluid pressure train pipes comprising a boxingy with recessesin the inner faces thereof, a train pipe valve having a stem projecting therefrom, intermeshin'g gear wheels, one of w-hich is fitted to'said fstem, an adjustable tableV supporting said gear wheels, rack bars movable withiny the c recesses in the walls of the boxing, rollers4 Y underneath the rack bar,` tracks formed inv the bottoms of said recesses upon which Vsaid rollers rest, buffers mounted withinr the rack bars, said rack'bars having shank portions with elongated openings therein the lower walls @fsa-id 'openings having slots therein,

a' carriage having flanged wheels, the lower of w iicli are adaptedto ride upon the lower marginal edges of said openingsand the upper wheels engaging theupper marginal edges of said openings, angle locking levers pivotally mounted in said slots in the bottoms of the openings, ahook projectingY from each lever, spring-.pressed catches mounted ijn-recesses in' the tracks andl en-A gaged by said hooks, an apertured partition in said boxing, a cylinder upon the carriage movable through said partition, a spring interposed between the'latter and `Voneend of thev carriage, a spring-pressed; pipe mounted within said cylinderand having connection with said valve, a yoke mounted upon said pipe, av guiding 'bar pvotally connected to the yoke,a coupler upon the guide bar,'springpressed telescoping shells adapted to have pivotal connection with the truck bolster of acar, spring-,pressed plunl` gers within said shells, and rodsconnecting the plungers with the ends of said guiding bar. ,c i y 12. iin automatic apparatus for regulat ing the valves in fluid pressure train pipes comprising a boxing with recesses in the inner faces thereof, a trainpipe valvel having a stem projecting therefrom,intermeshing gear wheels, one lof which is'tted VtoV said' stem, an adjustable Vtable supporting said gear wheels, rack 'bars movable withinthe soY recesses in. the walls ofthe boxing, V rollers underneath thev rack bar, tracks'formed in the bottoms of said recesses upon which said rollers rest, buffers mounted within the rack bars, said rack bai-shaving shank por-A tions with elongatedA openings therein the i ojo lower walls of said openings having slots;

therein, a carriage having flanged wheels,

the lower of which are adapted to ride` upon the lower marginal edges of said openings and the upper wheels engaging ltheupper marginal edges ofV said openings,aiigle locking levers pivotallymounted in slots inthe bottoms ofthe openings, a hook projecting Yfrom each lever, spring-'pressed Y catches,` mounted in *recessesl inv the tracks and engaged by said hooks, an apertuied partition in said boxing, a cylinderupon the carriage movable through said partition, a spring interposed between the latter andone end 'of the carriage, a spring-pressed pipe mounted within said cylinder andfhaviiig connection with said valve, a yoke mouiitedV "j upon said pipe, a guiding bar pivotally connected to the yoke, rods pivotally'connected,

one upon either side of the guidingI bai,4

tubular shells in which said rods have lon-v gitudinal movements, Vand' connect-ions tached to tl'ieends ofthe guiding bar for attachment to the truck bolster'of a carlr 13. An automatic apparatus Vfor regulating the valvesin iiud pressure train pipes' comprising a boxing with recesses inthe inner faces thereof, a train pipe valve having a stem projecting therefrom, intermeshing gear wheels, one of which is iitted tov said stem, an adjustable table supporting said gear wheels, rack bars movable within the recesses in the walls of the boxing, rollers underneath the rack bars, tracks formed in the bottoms of said recesses upon which said rollers rest, buffers mounted within the rack bars, said rack ars having shank portions with elongated portions therein the lower walls of said openings having slots therein, la carriage having flanged wheels, the lower of which are adapted to ride upon the lower marginal edges of said openings and the upper wheels engaging the upper marginal edges of said openings, angle locking levers pivotally mounted in slots in the bottoms of the openings, a hook orojecting from each lever, spring-pressed catches mounted in recesses in the tracks and engaged by said hooks, an apertured partition in said boxing, a cylinder upon the carriage movable through said partition, a spring interposed between the latter Aand one end of the carriage, a spring-pressed pipe mounted within said cylinder and having connection with said valve, a yoke connected to the pipe, rods connecting the arms of said yoke with the opposite end of the pipe and guided in apertures in said partition, a guiding bar mounted upon the yoke, a coupler attached to the bar, attachments to the coupler and adapted to be connected to the truck bolster of a car, tubes mounted upon the carriage shells upon said tubes, and circumferentially threaded rods having pivotal connections with said bar and having sliding movements within said shells mounted upon said tubes, a pivotal forked lever having upwardly turned arms which are forked for engagement with the ends of said shells upon the tubes to hold the carriage in a position to lock the valve open, and means for tilting the forked lever to release the carriage when the cars are uncoupled.

11i. An automatic apparatus for regulating the valves in liuid pressure train pipes comprising a boxing with recesses in the inner faces thereof, a train pipe valve having a stem projecting therefrom, intermeshing gear wheels, one of which is fitted to said stem, an adjustable table supporting said gear wheels, rack bars movable within the recesses in the walls of the boxing, rollers underneath the rack bars, tracks formed in the bottoms or" said recesses upon which said rollers rest, bui-"ers mounted within the rack bars, said rack bars having shank portions with elongated openings therein the lower walls oi' said openings having slots therein, a carriage having flanged wheels, the lower of which are adapted to ride upon the lower marginal edges of said openings and the upper wheels engaging the upper marginal edges of 'said openings, angle locking levers pivotally mounted in slots in the bottoms of the openings, a hook projecting Vfrom each lever, spring-pressed catches mounted in recesses in the tracks and engaged by said hooks,l an apertured partition in said boxing, a cylinder upon the carriage movable .through said partition, a spring interposed between the latter and one end of the carriage, a spring-pressed pipe mounted within said cylinder and having connection with said valve, a yoke connected to the pipe, rods connecting the arms of said yoke with the opposite end of the pipe and guided in apertures in said partition, a guiding bar fastened to the yoke, attachments to the `yoke for attachment to the truck bolster of said gear wheels, rack bars movable within the recesses in the walls of the boxing, rollers underneath the rack bars, tracks formed in the bottoms of said recesses upon which said rollers rest, buffers mounted within the rack bars, said rack bars having shank p0rtions with elongated openings therein the lower walls ot said openings having slots therein, a carriage having flanged wheels, the lower of which are adapted to ride upon the lower marginal edges of said openings, angle locking levers pivotally mounted in slots in the bottoms of the openings, a hook projecting from each lever, spring-pressed catches mounted in recesses in the tracks and engaged by said hooks, an apertured partition in said boxing, a cylinder upon the carriage movable through said partition, a spring interposed between the latter and one end of the carriage, a spring-pressed pipe mounted within said cylinder and having connection with said valve, a yoke connected to the pipe, rods connecting the arms of said yoke with the opposite end of the pipe and guided in apertures in said partition, guiding bar mounted upon the yoke, a coupler attached to the bar, attachments to the coupler and adapted to be connected to the truck bolster of a car, tubes mounted upon the carriage shells upon said tubes, circumferentially threaded rods having pivotal Connections With said bar and having the 'boxing und positioned underneath the sliding movements Withinsaid shells mounted upon said tubes, a pivotal forked level" having upwardly turned arms which arev forked :for engagement with the ends of said shells upon the tubes to hold the carriage inl zi position to lock the valve open, andr` al bail-shaped membeil pivotally mounted upon In testimonyrwhei'eof' hereunto aiix my signa-ture in presence of two Witnesses.

' Y HGVVRD S. KIMMEL. Witnesses: Y A. L. HOUGH, Y f .'A. R. FOWLER.

Copies of this patent may 'bel obtained for ve centseach, by addressing lthe Commissioner 'of Patents, Washington, D. 0.7.. i v Y Y shank portion of said orkedlever. 10 y i i 

